Improvement in automatic railway-switches



Umcnnn simens PATENT ernten.

Lewis R. KURTZ,or BALTIMORE, MARYLAND.

`IMPROVEMENT IN AUTOMATIC RAILWAY-SWITCHES.

`Specication forming part of Letters Patent No. l03,202, dated May 17, 1870.

To all whom it mayV concern Y Beit known that I, Lnwis E. KURTZ, of Baltimore, in the county of Baltimore and State of Maryland, have invented a new and valuable Improvementin Automatic Railroad-Switches and I do hereby declare that the following is a full, clear, and exact description of the construction and operation of the same, reference being had to the annexed drawings, making a part of this specification, andto the letters and figures of reference marked thereon.

Figure l of the drawings is a longitudinal 'A vertical section of my invention. Fig. 2 is a top view of the same. Fig. 3 is a crosssection of a double switch arranged on the same principle. Fig. 4 is a top view thereof.

My invention relates to means for preventing accidents arising from unguarded switches upon railways; and consists in the construction and novel arrangement of a pivoted plate with a weighted arm alongside the outer rail of the side track, designed to be operated from the engine as it approaches the point ofv j uncture.

The letters A A of the drawings designate the base-plates, which rest upon the cross-ties, and to whichthe shifting rails are pivoted.

If the side track branches from the right of the main track, the base-plate of this side is provided with a lever, b, pivoted to the under side thereof, and operated by means of a connecting-bar, c, pivoted to the' lower end of a weighted arm, B, attached to the under side of the pivoted plate G. l

' The upper end of the lever b operates the shifting rail through a slot in the base-plate of the samevside, and, by means of a connecting rod, D, extending under and across the track, at the same time moves the corresponding shifting rail of the opposite side.

The operation ofthe weighted arm is such 1 that, when left to gravitate freely, the shifting rails will be kept in line with the main track. When, however, itis desiredto switch off, that edge of the pivoted plate C which lies adjacent to the rail is pressed down by means of a wheel, e, attached to the lower end of an adjustable lever, z, pivoted to and operated from the engine. The weighted arm is thus thrown outward, producing, through the medium of the lever b and4 its connections, the requisite movement of the shifting rails.

vWhen there are branch tracks on each side of the main track, they may both be easily operated by a reduplication of the parts above described for a single switch, as shown in Figs. 3 and 4.

In order to prevent the automatic return of the shifting rails to their usual position in line with the rails of the stem or main track after the engine has passed and until the last car of the train shall have been safely guided olf upon the side track, it is necessary that the weighted arm which operates the switch shall be kept up, or in the position in which it is placed by the lever z of the engine. This I design to accomplish by means of a bent lever, m,arrangedtopress outwardupon the weighted arm B when the rail H, adjacent to the pivoted plate C, is depressed by the weight of the cars passing over it.

The proper mechanical connection between the rail H and the lever 'm may be brought about in several ways. In the drawings 1 have shown the rail as pivoted to and resting upon bent le= vers k k at or near its ends, which are arranged to produce a longitudinal movement ofthe cona necting-bar Z, pivoted to one end of the bent lever m. In other words, the downward vertical motion of the rail H is converted, by the bent levers 7c k, into horizontal motion. rEhe weight of the arm B, in this mode of accomplishing the desired result, should be sufficient to raise the rail H after the weight of the last car is removed from it; and, in order that the rail H may not rise between any two wheels of the train, it must be of sucient length to span the space. between them, in order that one wheel may not leave it before the wheel following has come upon it.

A suitable ratchet, m', or other adjustable catch, is provided on the engine to secure the operating-lever z in the proper position with the roller raised or depressedon the track, as

may be required.

ln order to provide means for guidinga train through the switch with the engine in rear, it is only necessary to attach a similar lever to the front platform of the forward car.

When desired, the switch can be operated by a switch-tender beside the track. Provided with a suitable bar or lever,it is onlynecessary for him to insert the end thereof in the fulcrumstaple s just inside the sinking rail, when he will be able to control the switch. Sometimes I propose to attach a lever by an eye to the staple s for this purpose, so arranged that, should the switchman not have time to throw it oil' the track, the fender of the engine or wheel of the car will readily cast it aside.

What I claim as my invention, and desire to secure by Letters Patent, is-

l. In combination with the pivoted plate C, having the weighted arm B, the lever b, with its connections, and the sinking rail H, when constructed and arranged to be operated by the weight of the passing,` train, as specified.

LE WIS E. KURTZ.

Witnesses:

YOUNG O. WILSON, JAS. M. DnnMs. 

